Steam Turbine Installation Research Articles

PLASTIC COVERS FOR PROPULSION GEARS ON U. S. NAVAL SHIPS

Journal of the American Society for Naval EngineersVolume 67, Issue 3 p. 565-573 PLASTIC COVERS FOR PROPULSION GEARS ON U. S. NAVAL SHIPS R. C. JOHNSON, R. C. JOHNSON R. C. Johnson was a Marine Engineer in the Special Projects Section of the Turbine and Gear Branch of the Bureau of Ships. This section is concerned with Research and Development Work for the improvement of marine reduction gears and associated equipment. Prior to employment at the Navy Dept., he was assistant to the Chief Engineer at Briggs Filtration Co.; a heating and air conditioning sales engineer for McCrea Equip. Co., and a field engineer for steam turbine installation with General Electric Corp. Earlier he was a design engineer for the Reynolds Metals Co. and the Solvay Process Corp. He completed a specialized course in Mechanical Engineering at the University of Pittsburgh in 1940, entered the Air Force and served as a fighter pilot from 1943 to 1945. At present he is in the Value Engineering Branch of the Bureau of Ships.Search for more papers by this authorJ. W. SAWYER, J. W. SAWYER John W. Sawyer graduated from N. C. State College, B.S.E.E. 1933, and from Ohio State University, B.M.E. 1938. Active duty U. S. Navy as Lieutenant Commander until 1949. Employed in Steam Turbines and Gears Branch, where this paper was written, Bureau of Ships until December 1954. Member of A.S.M.E., A.S.N.E., S.N.A.M.E. and Association of Senior Engineers, Bureau of Ships. Past president Association of Senior Engineers, and past chairman Washington Section of A.S.M.E. He is currently a member of Council of the American Society of Naval Engineers. He is now Head Civilian of the Gas Turbine Branch, Bureau of Ships.Search for more papers by this author R. C. JOHNSON, R. C. JOHNSON R. C. Johnson was a Marine Engineer in the Special Projects Section of the Turbine and Gear Branch of the Bureau of Ships. This section is concerned with Research and Development Work for the improvement of marine reduction gears and associated equipment. Prior to employment at the Navy Dept., he was assistant to the Chief Engineer at Briggs Filtration Co.; a heating and air conditioning sales engineer for McCrea Equip. Co., and a field engineer for steam turbine installation with General Electric Corp. Earlier he was a design engineer for the Reynolds Metals Co. and the Solvay Process Corp. He completed a specialized course in Mechanical Engineering at the University of Pittsburgh in 1940, entered the Air Force and served as a fighter pilot from 1943 to 1945. At present he is in the Value Engineering Branch of the Bureau of Ships.Search for more papers by this authorJ. W. SAWYER, J. W. SAWYER John W. Sawyer graduated from N. C. State College, B.S.E.E. 1933, and from Ohio State University, B.M.E. 1938. Active duty U. S. Navy as Lieutenant Commander until 1949. Employed in Steam Turbines and Gears Branch, where this paper was written, Bureau of Ships until December 1954. Member of A.S.M.E., A.S.N.E., S.N.A.M.E. and Association of Senior Engineers, Bureau of Ships. Past president Association of Senior Engineers, and past chairman Washington Section of A.S.M.E. He is currently a member of Council of the American Society of Naval Engineers. He is now Head Civilian of the Gas Turbine Branch, Bureau of Ships.Search for more papers by this author First published: August 1955 https://doi.org/10.1111/j.1559-3584.1955.tb03128.x AboutPDF ToolsRequest permissionExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinked InRedditWechat Volume67, Issue3August 1955Pages 565-573 RelatedInformation

Steam Turbines for Resuperheat Cycle

Abstract Resuperheat cycles are again being applied to central-station steam-turbine installations; this time at initial and reheat temperatures in the range of 950 to 1050 F. This paper reviews the steam turbines installed by the author’s company for the resuperheat cycle and describes the modern turbines under construction for this cycle.

The Gas Turbine as Applied to Marine Propulsion

The paper commences with an historical survey of gas-turbine development, and deals briefly with the constant-volume and constant-pressure principles. Under the latter are included the open, closed, and semi-closed cycles. Notes are added on air heaters and heat exchangers, materials required for gas-turbine components, and systems of control. The latter portion of the paper covers the application to marine purposes, and describes some current marine-turbine installations. In view of the small number of the moving parts, gas turbines should eventually prove as reliable as older forms of propulsion machinery. Life should not be less than 100,000 hours at full load and temperature, but, as creep tests of this duration are impracticable, the designer must at present base his calculation on rather meagre data. Up-keep costs should, once the initial difficulties have been overcome, compare favourably with those of other forms. A gas turbine of 5,000-10,000 s.h.p. per shaft can be constructed to give a fuel consumption of 0·44-0·46 lb. per s.h.p.-hr. (giving a thermal efficiency of more than 30 per cent on the gross calorific value of the fuel), and the figure should improve to 0·38 lb. (comparable with the Diesel consumption) when metallurgical developments allow the initial air temperature to be raised by 150 deg. F. It should be able to burn the cheaper grades of boiler oil. The gas turbine is lighter in weight and occupies less space than the corresponding steam-turbine or Diesel installation. The author concludes that it will earn a fundamental place in marine propulsion during the course of the next few years.

Marine Oil-Engines

TN the first Thomas Lowe Gray lecture, delivered Jbefore the Institution of Mechanical Engineers on Jan. 6, Prof. C. J. Hawkes makes an interesting survey of the past development, present status, and probable future development of the marine oil-engine. Past development is but briefly outlined. In regard to the present position, attention is directed to the fact that recent improvements in fuel consumption of marine steam turbine installations have reduced the advantage in this respect held by the oil-engine. In the tests conducted by the Marine Oil-Engine Trials Committee, the Still airless-injection two-stroke engine, consuming 6880 B.T.U., and the Doxford airless-injection opposed piston two-stroke engine, consuming 7570 B.T.U. per brake horse-power per hour, were the best performances, and it is shown that while the former has a less efficient fuel corn bustion, this is more than balanced by the energy recovered from the jackets and exhaust gases. It is estimated that the minimum consumptions possible at the present time are 6240 and 6820 B.T.U. per brake horse-power hour for the Still and Doxford engines respectively.

The Use of High Pressures for Steam Turbine Installations

THREE different methods are available for the measurement of the performance of a steam engine, and serve that purpose from different points of view according to the particular feature of merit it is desired to emphasise. Thus, from the point of view of the manufacturer whose aim is to produce a turbine of the highest efficiency, that is, one which will convert into useful work the highest possible proportion of the pressure energy that is available in the steam, a figure expressing this proportion appears to meet the requirements of the case. This figure is almost (that is, except for the work of restoring the water of condensation to. the boiler) identical with the ‘efficiency ratio’ as defined by Willans and Sankey in terms of the Rankine cycle, a ratio for many years accepted as the criterion of merit of a steam engine. The user of a turbine, on the other hand, is not so interested in what may be called the intrinsic efficiency of the engine, as in knowing how many pounds of steam per hour he has to generate in his boilers in order to produce a horsepower or kilowatt of output; consequently, a more significant expression of the engine's efficiency from his point of view is the consumption in pounds of steam per horse-power hour, under standard conditions of steam generation.